Design Standards for Railway Structures and Commentary Concrete Structures ee DESIGN STANDARDS FOR RAILWAY STRUCTURES AND COMMENTARY CONCRETE STRUCTURES (ENGLISH TRANSLATION Ih January 16, 2012Design Standards for Railway Structures and Commentary Concrete Structu Jssue___Date ____Subiect of issuia Revision —__ 1 2012-01-16 ‘As of January 16 Issue: 1 Name Date Remark DJ HAM 2012-01-16 HK PARK 2012-01-16 Approved by : HK BYUN 2012-01-16 DESIGN STANDARDS FOR RAILWAY STRUCTURES AND COMMENTARY CONCRETE STRUCTURES (ENGLISH TRANSLATION IN PART) Contractor : Designer : Bai asDesign Standards for Railway Structures and Commentary Concrete Structures TABLE OF CONTENTS CHAPTER1 — GENERAL PROVISION Td AprLucaBLE Scores 12 DerIITion oF TERMS. 13 Syaois. CHAPTER2 BASICS OF DESIGN. 21 DEsicn onmerives, Petals ta 22 CONSTRUCTION AND MAINTENANCE CONDITIONS AS PREREQUISITES FOR D 20 23° DESIGN LIFE... 2 24 PRECISION OF DESIGN CALCULATIONS... a 21 2.5 ITEMS REQUIRED TO BE SPECIFIED IN DESIGN CALCULATION SHEETS sneninenouennaninannsnane 21 2.6 ITEMS REQUIRED IN DESIGN DRAWINGS. F eS CHAPTERS — STRUCTURAL PERFORMANCE REQUIREMENTS AND INVESTIGATION.. 3.1 GENERAL ws el 3.2 REQUIRED PERFORMANCES OF STRUCTURES 3.3 PRINCIPLES FOR PERFORMANCE INVESTIGATIONS 34 PERFORMANCE INVESTIGATION METHODS... . 35. CALCULATION FUNCTIONS FOR RESPONSE AND LiMIT-VALUES 3.6 SAFETY FACTORS 3.7 CORRECTION FACTORS. CHAPTER 4 ACTIONS... 4a GENERAL smn 42 Cyanacrenisticv 43° AcTION FACTORS 4.4 ‘TYPESOF ACTIONS AND CALCULATION OF CHARACTERISTIC. VALUES 44.1 General. 44.2 Dead load (Di), (D2) 443° Trnin loads (1). 444 Impact Joads (I)... 44.5 Centrifugal loads (C), 446 Train transverse loads and vehicle whee! lateral pressure loads (LI). 44.7 braking loads and accelerating loads (B). 44.1 Track maintenance vehicle loads (1.M) 44.2 Group live loads (L?). 44.3 Long rail longitudinal loads (LR). 4A Prestress forces (PS), 443 Shrinkage and creep effect of concrete 44.6 Effect of temperature changes (1). 44.7 Barth pressure (E)ason 44.8 Water pressure, water stream forees and wave for 44.9 Wind loads (W). 44.10 Snow load (S) 44.11 Influence of earthquakes (EQ)... 44.12 Effect of subgrade displacements and sppent movements | (oo). 4.4.13 Loads during construction (ER), 7 44.14 Vehicle collision loads (M).. fe eben 44.16 Other actions.. 4.5” COMBINATION OF DESIGN ACTIONS.» LUES OF ACTIONSDesign Standards for Ratlway Structures and Commentary Concrete Structures CHAPTERS — MATERIALS. SA GENERAL snsnansnsn 52 QUALHY OF MATERIALS 7 aaa oo — 5.21 Materials of concrete and theit mix.vwssssscossonsesesrennsrnnnnunensnienssnnaranananes 82 52.2 Ready mixed concret Ba 523 Sted. 7 85 5.2.4 Materials for bearings _ 86 53. CHARACTERISTIC VALUES AND Dh 87 53.1 Concrete. 87 S31 Characteristic values of eoneretesirengih 87 53.1.2 Design strength and material factor of concrete ancann 9 53.13 Fatigue strength of cancree. 92 SIL4 —Sucss-strain curve of concrete 7. - re 53.15 Tensile softening characteristics of concrete cnan cnn ns 98 S36 Elastic modulus of concrete nensenn aa 96 53.1.7 Poisson's mio of eoncrete. lead v7 53.1.8 Thermal characterises of conerste. v7 53.1.9 Shrinkage of eoncrote 7 98 531.10 Creep of eonerte.. os 53.2 Stehsvn seen 108 S321 Characteristic valves of steel sengia a 108, 53.22 Desig sttength snd material factor of steal. 7 co 109 53.23 Fatigue strength of steel : sn 10 5324 Stresssinain curve of eel. : . 7 s 113, 5325 Young's modulus of steel. ela ni) 5326 Poisson's ratio of stel.aonnr 7 at 4 532.7 Thermal expansion coefficient of sce = aa 5328 Relaxation ratio of PC stl asonnsnnnrnnonnn I cai CHAPTER 6 RESPONSE VALUE CALCULATION vino 6.1 GENERAL. 6.2 MODILINGOF STRUCTURES 62.1 General smennnenee 1B 18 119 19 “120 g of subgrades ane! its characteristics... 128 63. STRUCTURAL ANALYSIS... 7 129 63.1 Genera nan . 129 63.2. Structural analysis for safety investigation 131 632.1 Siruetutalavalysis for flue investigation a a1 63.22 Struetutal avalysis for fatigue sength investigation le se 13D 63.23 Sumetural malysis for runing safety investigation. cnr 133 63.3. "Structural analysis for serviceability investigation, a Penne 13 633.1 Sircturl analysis for investigation of passenger's comfortably 134 633.2 Structural analysis for external erack investigation . - 14 634 Structural analysis for restorability investigation: 135 6.4 CALCULATION OF DESIGN RESPONSE VALUES. sens 136 64.1 Genera rr a 136 6.4.2. Design response values of reinforced concrete strustire 137 64.3 Design response values of prestressed concrete structures, es 143 6.4.4 Design response values for displacement and deformation of members 150 CHAPTER7 — SAFETY INVESTIGATION. 7.1 GENERAL. 156 7.2. SAFETY INVESTIGATION AGAINST FAILURE 157 721 Genera. AST 7.2.2. flexural moment and axial force 158 F221 General on etait eatDesign Standards for Railway Structures and Commentary Concrete Structures 72.2.2 Design ssotional resistance. 160 72.3. Shear forces... atest : dl aonennnnnnrinnns 166 7231 General : 166 72.32 Design shear force of beam members 7 169 7.23.3 Design punching shear resistance of plane members, 9 72.34 Design sectional nsistance of plane members under inepane forces 7 a3 7235 Design Sher transfer 1eSSM22 von 7 186, 724. Torsion 7 q : 190 7241 General 7 190 7242 Design torsional resistance without torsion reinforcemenvsososeesoes 194 7243 Design torsicnal resistance with torsional reinforcement 198 7.2.5 Displaczment and deformaAtiON nomen 7.3. SAFETY INVESTIGATION AGAINST FATIGUE FAURE. 205 TEL GeneFAl nnn 205 73.2 Flexural moment 206, 733. shear forces. 207 73.4 Number of equivalent repetitiveness for design variable seational forces scv-seovnevreonnes 208, 1A RUNNING SAFETY INVESTIGATION scsusnnsmenrssine 7S PUBLIC SAFETY MvESTIGATION CHAPTERS — SERVICEABILITY CHECK. 8.1 GENERAL... 8.2. SERVICEABILITY IYVESTIGATION FOR PASSENGER'S 8.3 SERVICEABILITY INVESTIGATION FOR, 83.1 General. 83.2 Flexural crack, 83.3 _ Shear creck and torsional erack.. 8.4 SERVICEABILITY CHECK AGAINST WATER TONTNESS.. 8.5 SERVICEABILITY CHECK AGAINST NOISE AND VIBRATION .. CHAPTER9 — RESTORABILITY CHECK 9.1 GenenaL, 9.2. RESTORABILITY INVESTIGATION AGAINST DANA 9.2.1 General enn 9.2.2 Design limit values of damage level in beam members... 9.2.3 Design limit values of damage levels for plane members... 9.2.4 Design limit values of differential displacement at track surfaces. 9.3 RESTORABILIFY INVESTIGATION FOR STABILITY. CHAPTER 10 DURABILITY REVIEW... 10.1 GrNpRAt... . 10.2 SHELL. CORROSION REVIEW. 1021 General. dates etl 10.2.2 Crack review: sence 240 402.21 General 240 10.222 Classification of eovirenmenial conditions saa 240 102.23 Limit values of crack WH) sonsmnnonurvnnsnnnen en : 2a) 10.224 Flexural crack review. : 7 vn 242 102.25 Shear erick review sn . Selah ee son 248 102.26 Torsional erack review 245 10.2.3 Neutralization review.. 1245 10.2.4 Review of chloride ion. 247 10.3 CONCRETE DEGRADATION CHECK 254 General 251 Review of freezing and thawing... 282 Review of chemical erosio Review of alkali aggregate reactions.Design Standards for Rallway Structures and Commentary Concrete Structures CHAPT Rt ASSUMPTIONS FOR TLL GENERAL. 112 Cover, 113 DiaETER OF REBAR. 14 MivnMUn AND MAXIMUM REINFORCE 114.1 Minimum Reinforcemen 1142 — Maximum Reinforcement 115) LiMror STRESS... 11.6 SPACINGOF STEEL wn 11.6.1 Spacing of Rebar. 11.6.2. Spacing of PC Sted), Spacing between PC Steel and Rebar 11.7 DisTauBUTION oF REINFORCEMEN 11.7.1 Distribution of Axial Reifnoreement 1172, 173 11.74 Distribution of Transverse Confinement Reinforcement IETS Disttibution of Torsional 11.8 SHAPE OF REBAR BENDING 11.9 ANCHORAGE OF REINFORCEMENT. L191 Generar 119.2 Standard Hook of Reba. sos 11.93 Basic Anchorage Length of Rebar... 1194 Anchorage of Axial Reinforcement eae 7 1194.1 Anchorage length of tensile winforcement - 11942 Anchorage length of tensile reinforoement subject 0 high sites epely 119.443 Standard hook of axial reinforcement sn 11.9.5 Anclurage of Shear Reinforcement... 1195.1 Method of Anchorage in Shear Reinforcement... 11952 Standard Hook in Shear Reinforcement 11.9.6 Anchrage of Transverse Confinement Reinforcement. 11.10 BOND OF REINFORCEMENT... f an HLL SPLICE OF REINFORCEMENT: TALI General, 1LAL2 Lap Splice. ILIL3 Other Splice 11.12. ANCHORAGE AND SMLICE OF PG Stitt, AND S 11.121 Anchorage and Splice of PC Steel. 11.122 Strengthening of Concrete after Anchoraue an CHAPTER 12, CONSTRUCTION AND MAINTENANCE wsssneunnnnn 12.1 Gpnerat 12.2 Construction 12.2.1 General... 1222 Reinforcement Works 12233 Construction of Prestressed Concrete Structure. 12.2.4 Time on Loading in Structure 12.2.5 Flexure during Beam Erection. 122.6 Construction of Bearing... 123. MAINTENANC! 123.1 General... 123.2 Maintenance Facility CHAPTER 13 MEMBER, Ba 132, ECK. ven 287 STRENGTIIONING OF ANCHORAGE CONCRETE. vorage Lengti,Design Standards for Rallway Structures and Commentary Concrete Structures 1321 General ncn 307 1322 Determination of Design Response. Tlie sees 308 132.21 General oh a 7 308 1322.2 One-way Slab. 7 Stee BO 13223 Continuous One-way Slab 313, 132.24 Two-way Sia, 7 316 1322.5 Show Slabcwsrne on 7 Sear 323 13226 Camilever : 7 se 325 1323 Determination of Design Limit Value and Cheek. 13.24 Structural Details 133 BEAM 133.1 General, 133.2 Determin 13.33 Determination and Check of the design limt val 1334 Structural Details. 336 13.4.4 Structural Details... 135 Wal 135.1 General. iq 135.2 Determination ofthe design Response... . 1353 Determlomin nd Chek ofthe design Hint vue 13.54 Structural Details. 13.6 FUUIIG... 13.6.1 General 7 13.6.2 Determination of the design Response. 13.6.3 Determination and Check of the design Ii 13.64 Structural Details 13.7 PRECAST MeMBER 13.7.1 Genera 137.2 Determination ofthe design Response. 7 . i 7 187.3 Detennination nd Check ofthe design it vale 350 13.74 Structural Details... . CHAPTER 14 STRUCTURES sens 14.1 Ginna. 142 CONSIDERATION OF WiHEL LOAD ONTRACK. 143 SLaBBeam. 14310 General non 143.2 Determination of Design Response Value 143.3 Structure Detail... 144 “TSBCTION BEAM ... MAb General. 144.2 Determination of Design Response Valu... 144.3 Determination and Check for the Design Limit Value .. 1444 Structural Details se 14.5 Box SECTION BEAM, 14.5.1 General 1452 Determination of Design Response Value ...... 1453 Determination and Check for the Design Limit Vaiue 145.4 Structural Details so 146 U SECTION BEAM sn 146.1 General 14.62 DetermiDesign Standards for Railway Structures and Commentary Concrete Structures 14.63 Determination nd Check forte Design Lint Value 14.64 Structural Details 7 - 7 14.7 Skiw Beant 147.1 General... 147.2 Determination of Design Response Value... 14.73 — Structural Details 148 CONTINUOUS BEAM 148.1 General 1482 Determination of Design Response Value... 7 1483 Detetmination and Check for the Design Limit Value 1484 Structural Details itd 14.9. StRaiGiir BEAM SUPPORTING CURVED TRACK. 149.1 General 1492, Detention of Design Response Value 14.10 ‘Curve BEAM. ane 14.10.) General. 14.102 Determination of Design Response Valve .c.o.-n 14.103 Determination and Check for the Design Limit Value 14.104 Structural Details 1411 Pier 14d VA121 Treatment oF ACEION enn V41122 Structural Analy 14.113. Structural Details ocr ono 14.12 ABUTMENT. 14.13 RAHMEN... 1413.1 General 1413.2 _ Determination of Design Response Value. 14.13.21 Application of Action 14.15.22 _ Structure Description 14193” Deteminatin and Chek forthe Design 14.134 — Structural Details 1414 FLAYSLAB.. 1414.1 General. ts 14.142 Determination of Design Response Value. 14.143 Determination and Check for the Design Limit Value 14.144 Structural Details. Fi 14.15 Box CuLvert 1415.1 General. 1415.2 Determination of Design Response Value... 44.153 Deterinaion and Chek for the Design Limit Value 14.154 Structural Details imit Value 1416.1 General... 14.162 Determination of Design Response Value. 14.16.21. Consideration of Actions. eran 14.562.2 Structural Analysis nn... 14.163” Determination and Check for the Design Limit Value 14.164 Structural Details : i 14.17 CABLE STAYED BRIDGE... 1417.1 General, 14.172 Determination of Design Respanse Valve. i 14.173 Determination and Check for the Design Limit Value .. MATA — Structural Details 14.48 Precast CONCRETE STUCTURE,Design Standards for Railway Structures and Commentary Concrete Structures T4181 General 14.182 _ Precast Segment Beam. 141821 General a 14.18.22 Segment Joints 14.1823 Stractural Details in Segment Joi 1418.3 Procast Rahmen Viaduct. 14.19 PEDESTRIAN PART ALONG BRIDG) 1419.1 General 14.192 Determination of Design Response Value 14.193 Structural Details 1420. RAMING vrs 1420.1 General 1420.2 Determination of Design Response Vale 14.203 Determination and Check for the Design Limit Valve .. 14204 Structural Details. CHAPTER 1S STRUCTURAL DETAILS, 15.1 GENERAL. 152 AUXILIARY 15.3 REINFORC! 154 — REINFORCE 15.5 HauNen. 18.6 CHampres 157 Consmucnon vont 158 Jowr 15.8.1 Expansion join... (PORCEMENT IN THE EXPOSED FACE INT AROUND STRESS CONCENTRATED AREA. [ENT AROUND OFEING.. 15.8.2 itch 7 1583 arrangement of auxiliary reinforcement 15.9. DRAINAGE AND WATERPROOFING. 15.9.1 General. 15.9.2 Drainage work.. Drip groove, Drainage slope in beam support. Connection work, ‘Waterproofing work... 15.10 PROTECTION WORKS... CHAPTER 16 BEARING JEL GENERAL swe sen 7 493 16.2 PUNDAMENTALS OF BEARING CHECK van 162.1 General 7 16.2.2 Chock for Bearing canes ee 16.2 "DESIGN ACTION AND ITS COMBINATION OF BEARING. 7 fon 449 164 DETERMINATION OF THE DESIGN RESPON 451 164.1 General 431 16.4.2 Bearing Structure calsified with the fixed and the movable by Stopper 452 16.4.3 Bearing Structure where horizontal force is shared on earthquake y..n0non i 453 TGA.3.1 Caso where horizontal fore is shared on earthquake by damper type stopper senor 453 164.32 Case where horizontal fore is shared on earthquake by rubber bearing. 450 164A Amount of Deformation nrinnsnnm i sane 16.5 CHECK FOR BEARING BODY AND ACCESSORIES, 16.5.1 Check for Rubber Bea 1652 Check for Beam Support and End around Rubber Bea 1652.4 Safety Check. 16522 Servicesility Check. wv 1655.23 Restorabilty Check.Design Standards for Railway Structures and Commentary Concrete Structures 165.3 Structural Details 16.6. Cursex. FoR MoviEMENT RESTRAINT DEVICE AND NEIGHBOURHOOD « 16.6.1 Chock for Steel Bar Stopper V66.1 Safety Check nnnnnnen 166.12 _Restorability Check 1662. Chedk for Sel Frame Stepper 166.24 Safar Check. E> 16.6.3 Cheek for Steel Damper ‘Type Stopper 1663.1 Safety Chock neon 16632 Resroaily Check. 16.6.4 Cheek for Beam Support and Endl around Movement Restraint Device. 1664.1 Safety Check : 16642 Serviceaility Check 16643 Restrability Check 16.6.5. Structural Details... 16.7. CHECK FOR ANTI-FALLING-DOWN DEVICE. 167.1 Safety Check... 167.2 Structural Details. 168 | "Cumick ror STEEL BEARING. 168.1 Determination ofthe Response. 16.8.2 Check for Stee! Bearing isef and Nighborhood 16.8.3 Check for Movement Rest Deve self and Nigiborood 1684 Structural Details.ne spoil {Commentary} ‘This Standard is applicable to performance check of railway structure made by reinforced concrete and prestressed concrete structure as well as foundation, earth retaining structure and underground Structure, However, unreinforced concrete, steel-reinforced concrete structure and concrete filled tubular structure are excluded in application, Furthermore, performance check on effect of earthquake shall be done by DSRSC-Seismic Design for other items where this Standard does not specify. Where the required performance is verified by engineering approach, for example, model test and high accurate analysis, ec., this Standard could be waived, but fundamental philosophy shall be sufficiently respected and its application shall be appropriate in practice. “This Standard is referencing the following Specifications pri © — ‘Standard Specification of Concrete’, Society of Civil En, in 2002) ering(Published in 2001, Revised ‘An important ones among standards to be referred other than relevant acts or items where is not described in this Standard are as follows; “Acts on Technical Standard on Railway’ MLIT No. 151(2001.12.25) “DSRSC-Steel Composite Structure’, RTRI(2000. 07) “DSRSC-Stee! Concrete Hybrid Structure’, RTRIC2002. 12) “DSRSC-Foundation Structures and Earth Retaining Structure’, RTRI(2000. 06) "DSRSC-Open Excavation tunnel”, RTRI(2001. 03) ° e ° ° e © ‘DSRSC-Seismic Design’, RTRIC1999. 10) \ 0) HR RS RR RES SSE DSRSC-Conerete Staetues Page 1 486cs e-Coneet Siretres age 12/486DSRSC-Conerete Statutes Page 13.486,| saa rem CSS ES DSRSC-Consrte Stucores Page 15 486,| on eR TET DSRSC-Conerte Sistas Pape 162486,Page 17486,SRSC.Conerete Steno Page 18486{Commentary} Representative symbols in this Standard are shown. ‘Tension is positive and compression is negative in sign for stress and deformation, However, compression is positive in case of apostrophe) symbol in sight shoulder, 1) SOS) SAS he eC ROE EI ESTES SAS DSRSC-Conerte Sites Page 197486es, sate and economical fety, I one ener compat [Commentary] Railway structure shall be ft for its purpose and have the required performance. It is necessary to select the most economical and durable one meeting the required performance. ‘There are many items to be decided by designer from knowledge and experience in design of structure. ‘Therefore, the experienced engineer shall be responsible engineer, then he is able to design structure hich is fit for its purpose, safe, economical and durable. Especially, there are lots of cases where repair, retrofitting and betterment is difficult, therefore, a sufficient investigation, precise prediction of potential status in use, and durable and maintenance easy structure shall be designed. Furthermore, it is very important to design concrete structure considering, special construction condition like rebar work and difficulty in compaction. [Commentary] Construction of concrete structure has lots of on-site works, and quality of construction gives a great influence on performance of structures. Therefore, it is important to specify the condition of construction which is based upon requirements in design phase. Furthermore, when construction condition assumed in design phase is to be implemented differently in construction planning phase, it is necessary to be back to design phase and to check performance of structure again, And, if construction condition assumed in design phase is not complied, it is also required to carry out test at this time, and verify whether the required performance could be achieved. It is necessary to plan an easy maintenance plan of structure as much as possible. It is good to meet Chapter 10 ‘Durability Check” in order not to have a significant degradation of materials during design life under normal environmental condition, and to enable maintenance to be done by periodical inspection with primary visual check. And, it is important that the required performance should be | ern re RT, SRSC.Conerte Stirs Page 20/486checked on completion of structure, and the relevant records should be handed over to parties in charge of maintenance of structures. life of stmietures sh Iuding public, Cape) {Commentary} ‘The design life is defined as the period where structure or member is provided for use, and the requited performance is utitized in design. When the design fife is specified, cases without repain(except minor repair) and with repair are considered, ‘As there are many cases where the usable period required in structure is not determined in design phase, the design life should be decided in consideration of method of maintenance, environmental condition and life eycle cost, If the usable period of structure is determined in advance, the design life could be based on this peri In conventional environmental conditions, if maintenance with proper inspections could be presumed, 100 years could be specified as one of the standards for design life. With utilization of highly durable materials, the design life could be established at more than 100 years. On the other hand, if structures should be builtin such harsh climates as harmful sea wind/water environments, the design life could be less than 100 years. For auxiliary facilities such as guardrails, relatively easy to replace, their design life could be determined individually. _. [Commentary] ‘The final stage means the value of - IR state, In order to have the effective figure with two digits in these values, itis necessary to have the effective figure for the design response value and the limit value of performance in general oo . a {Commentary} Structural system and construction method in structure shall be consistent with assumptions in structural calculation. Especially, condition of connection between members(fix, hinge, continuous) DSRSC-ConcreteStaetures Page 21 86,and construction sequence shall be the same as assumptions in design. In design calculation, the calculation procedures showing achieveness of the required performance of structure under constantly specified conditions shall be described. Normal reinforcement concrete structure could be constructed by design drawings in general. However, there are many cases that structural shape is different at individual construction phase in prestressed concrete structure, and stress level of section is significantly variable, So, itis important to verify safety at each construction stage, Therefore, itis required to prepare design calculation where construction engineers are able to understand relationship between construction method at each stage and safety in sufficient manner, inforeement spl[Commentary] ce) Jn principle, items to be shown in drawings are described, It is fundamental to specify the design cover depth and maximum water/cement ratio, because they are critical factors in durability of conerete structures. Regarding the design cover depth, it is good to prepare detailed drawings and to state value intended by designer clearly. ce) I is shown for items where inserting in design drawings is advantageous. It is important to focate construction joint at the position where there is minimum possibility in strength and durability, and recommended to specify the location in the drawings if possible. 0 tre eee eT SS, DSRSC-ConerteStsetaree age 23 486{Commentary} It is necessary to specify the performance as the quantitive index in order to estimate the performance ‘maintained by structure, and check the required performance. For example, the check of safety in failure is made by using resistance capacity and deformation as the index(See Commentary Table 3.2.1). In this Standard, method of determination of the index which could be evaluated by the present technology is described. Depending upon progress of technology, the high technique could be utilized, and a certain method could be followed in case each performance could be more directly expressed. [Commentary] Q@) Jn general, safety, three major performances, i.e., serviceability and restorability, are specified in structures. Examples of performance items, check index and actions 10 be considered are shown in Commentary Table 3.2.1. Commentary Table 3.2.1 shows primary performance items, and additionally there is item of stability(performance where foundation of structure Keep stability not exceeding limit of bearing capacity) dealt in “DSRSC-Foundation Structures and Barth Retaining Structures’, In this Standard, “durability” is defined as resistance against performance change of structure due to change of matcrial characteristics with time. Therefore, durability deals with the offect(material degradation) duc to change of material characteristics only, and does not include fatigue due to | ya i oe RR ES DSRSC-Conereta Structures Page 24 486external force like train loading. Furthermore, durability shall be always considered in aotivity where performance is evaluated in consideration of material degradation, so it is fundamental to check all the required performance with consideration of durability, Of the performance features described in Commentary Table 3.2.1, ones with specific investigation methods and limit values, are suggested as followings. However, for safety and restorability investigations at earthquakes, not specified in this Standard, shall conform to ‘DSRSC-Seismic Design’ * Safety investigation : failure, fatigue failure, running safety Ch. 6 &7 + Serviceability investigation: passenger's comfortability, external appearances-—- Ch 6 & 8 + Restorability investigation: damages Ch6w9 Commentary Table 3.2.1 Performance requirements and examples of performance features and igation indexes “Invostigation index examples | forces displocement & formation ; | siress, forees a iglesia & detonnao neutralization depth, cifori density [epeseinen & dteroton aa vihsiess. =f eric wth sss [pis sa baila) auc Aefornitn, : forces, *T performance features established as situations demand *2 Actions considered in fatigue failure investigations shall be established separately by considering ‘variational characteristics (Refer to “Chapter 4 Actions") 3 Actions to be considered according to the need e) Generally, safety has the following performance features: 1) Safety against failure ‘This indicates a performance for structures to maintain load carrying capacities against all actions which are taking place during their design Tie. “The performance against failure as an entire structural system, is closely related with conditions of each member, For safety against failure of structures, if the structures are consisted with many members, investigations should verify that the structures as a system have not failed, despite failure of some members. However, it is required fo investigate with analysis models capable of considering these situations. In this Standard, to safely investigate failure of structures, specific investigation methods by defining a state where one of the members reach failure have been described in ‘Ch.7 Safety Investigations’. In this Standard, failure of the entire structure system is defined as ‘structural failure’, while failure of cach member consisting the structures is defined as ‘member failure’. For fatigue failure, it is differentiated from the above, as “fatigue failure of structures’ or fatigue failure of members" "seve erent ean RY DSRSC.Coneste Stuctes Page 28 14862) Safety against fatigue failure It indicates a performance for structures to maintain load carrying capacities against all actions (cepetition of variable actions), which could occur during their design life. 3) Running safety It designates performance for trains running safely. 4) Public safety It indicates a performance preventing public disasters affecting the innocent third party by structures, such as peeling of cover conerete, Based on service conditions around structures, it would be designated as a performance feature, according to the need. @ Serviceabitity has the following performance features in general: 1) Serviceability for passenger's comfortability This indicates & performance to provide comfortability to railway passengers. 2) Serviceability for external appearances I indicates a performance with which external appearances such as conerete cracks or surface contaminations, would not generate uneasiness or displeasure, and would not disturb use of structures. Jt would be designated as a performance feature, as situations demand, 3) Serviceability against water tightness Concrete structures requiring @ water tightness functionality, should have a performance with which flooding or moisture movement do not hamper their fmetionalities. It would be designated as a performance feature, according to the need, based on service conditions of structures, 4) Serviceability against noise and vibration It indicates a performance with which noises and vibrations generated in structures would not negatively influence surrounding environments, and would not disturb use of structures. It would be designated as a performance feature, according to the need, based on service conditions around the structures. In this Standard, specific limit values and investigation methods for noise/vibration have not been fully established. Those requiring considerations are described in ‘8.5 Serviceability investigations against noise and vibration’, 6) Restorability is a flmctionality with which structures would not be damaged, or could easily recover their performances from damages. The following two levels shall be considered: * Performance level 1: state with sound functionalities, and usable without repairs « Performance level 2: state recovering functionalities in a short time, but requiring repai 1n ‘Design Standard and Commentary for Railway Structures (Seismic Design J’, required performances are defined as seismic performances. The relationships between required performances; considered in this Standard and the seismic performances, could be matched as shown in Commentary Table 3.2.2. ‘Commentary Table 3.2.2 Relationship between seismic performances and required performances of structures <>, Beguired performanoss: cto ths Standard DSRSC-Concrte Stuctures Pxg026/486,Say | ES Ts REMODIAY porfomnance evel Secure ‘Snfety4) on. stem not eolapsed by earthquakes, *] Safety against structure failure a In this Standard, it is basic to specify the required performance required in structure, and the equivalent limit state corresponding to this performance, When structure or member reaches limit sate, structure is not functioning any more, and then the required performance can not be fulfilled by other various abnormality. In this case, the check of performance could be done by verifying whether the limit state is achieved, When the limit state is specified, the index for condition of structure or member and condition of materials is specified, and a proper limit value is given as per the required performance. ‘The response value by various actions is calculated, and checking whether this value does exceed the limit value or not will be made, Considering analysis method and reliability of model in calculation of the response value, itis required to specify the limit value. @) In this Standard, it is principle to use a proper checking method of time dependent change of performance maintenained by structure due to material change and damage accumulation by actions during design Tife. ‘Therefore, it is recommenced to ensure the required performance at the most severe time in environment during design life, As the performance of structures gets degraded due to degradation of material with time, it is acceptable to check the performance where the effect of ‘material degradation(primarily reinforcement corrosion in reinforced concrete structure) has been taken into consideration and to meet the required performance, However, there are the following: problems in this method. 1) Ibis difficult to predict performance change in reinforcement after commencement of corrosion bby the present technology, and the rate of reinforcement corrosion is greatly influenced by Various conditions, $0, it is not easy to check the performance considering reinforcement corrosion. 2) While counter-measures against reinforcement corrosion is easily taken by the increase of cover depth and reduction of water/cement ration on time of beginning of construction, repair after © 9 ca otras meesanacemaemeRe DSRSC-Conerae Steerer age 271486reinforcement corrosion on completion of construction is complicated in technically and economically as of now. ‘Therefore, the principle in this Standard is to check all required performance considering material degradation, but method where check is not considering time dependent performance change of structure by restraining material degradation to a certain level during design life has been suggested as result of the present technology. In details, by preventing reinforcement corrosion from occurring, during design life by Chapter 10 ‘Durability Check’, checking method without consideration of ‘material consideration is wsed. °) Standard performance checking method in this Standard is based upon conditions shown in (2) as well as requirements in reinforcement detailing to ensure integrity between concrete and reinforcement, and requirements for construction of structures and maintenance, The primary background for these prerequisites are described in Chapter 10 ‘Durability check’, Chapter 11 ‘Assumptions for check’, ‘Chapier 12 Construction and maintenance’, and Chapter 15 ‘Structural detailing’ design response values. -design limit values {Commentary} @ tis necessary to carry out performance check by using Fq,G.4.1) on time of completion of design life in consideration of time dependent change in general, Eg.(3.4.1) represents the case where limit value of performance ILD is the Tower lini In case ILD is the upper limit, sign of unequal notation and method of safety factor is ifferént from Eq.(3.4.1). [Commentary] ce SE Nee TTT sSC-Coneote Strctres Page 26/486In this Section, principle of calculating fiction in the response value and the limit value of performance is described. Therefore, when a new calculation equation is suggested by updated knowledge, this principle shall be maintained, so it shall be average of the response value or the limit value, Simultaneously itis recommended to suggest factor of safety considering deviation of equation. ‘There are cases where a direct value on displacement, deformation and crack width is given, but it is required to specify the limit value for individual required performance. oO In safety investigations against failure, two safety factors of yr and ys in the process of obtaining response values from actions, two safety factors of Ya and ys in the process of obtaining Jimit values of | member performances from material characteristics, and also another safety factor éf-qyin the process of comparing response values to member performance limit values, shall be specified. Values for these safety factors could be determined appropriately, while the concept could be applied to investigations of other performances e® "Ura iete ESSE DSRSC.Conerete Steir Page 29 486Action fuctor ys could change in accordance with types of actions, and at the same time, could vary in accordance with types of performance features and influences of actions on response values selected for investigation (For example, which one of maximum or minimum generate bad influences). @) Functions for response values in‘3.5?, would have a principle of calculating the averages. Therefore, it is required to consider variation of these functions as Yo ©). i is required 10 have intentional differences between safely against flexural faiture and safety against shear failure, or to generate failure on specific members, considerations could be given by member factor ys. Since funetions for performance it values i ‘3.5', would have a principle of calculating the averages, it is required to consider a variation factor in using the functions as ys. o~ ve ?* The structure factor'\p, considering importance of structures, also includes such things as social impact hen the target strictures reach limit states, importance in stuch as cost required for repairs, ‘Considerations and items to deal with those considerations, to secure safety against failure, have been arranged in Commentary Table 3.6.1. Safety factors shall be determined in accordance with performance features in consideration, and it may not always be the same values. Also, since ‘uncertainties in consideration would be divided and allocated to safety factors, they could be classified and treated. c ster prevention, and economic factors ‘The value of each safety factor other than structure factor (/4shall conform to each relevant chapter. ‘Standard values of safety factors in accordance with those, are illustrated in Commentary Table 3.6.2. eu dei Commentary Table 3.6.1 Considerations and handlings to secure safety (AE URAC TEE DSRSC.Conerete Seetues Page 30/485Commentary Table 3.6.2 Standard values of safety factors ™ _ 4 s ee ay = wee : a . °*1 Numbers in parenthesis shall be applied when smaller values generate disadvantageous results. 2 Numbers in parenthesis shall be applied to steels used in stoppers. 3 Numbers in parenthy resistances determined by strength of concrete. “4 For "permanent + primary vatiable + secondary variable’, generally, values bigger than 1.1 are preferred. *5 Numbers in parenthesis shall be applied in shear resistance calculations. @-@) If there is a standard value or nominal value separately in addition to characteristic value of actions and material strength,, their characteristic value shall be determined by converting standard or nominal value with correction factors ee DSRSC.Conerte Stes Page 31 486DSRSC-Conerte Scares Page 32/486{Commentary} a) Actions {o be considered in investigations, shall be generally classified as permanent actions, variable actions and accidental actions, in accordance with continuity (sustainability), degree of variations, and frequency of occurrences, Permanent actions, such as dead loads and prestress forces, would be actions with ignorably small variations, and shall be continuously affecting (structures). Effects of concrete shrinkage and creep could be treated the same as permanent actions, In environmental influences, continuous influences such as neutralization and chloride ion, could be classified as permanent actions, Variable actions, would be actions occurring frequently or continuously, with considerably significant (aon-ignorable) fluctuations, and would include train loads, impact loads, centrifugal loads, train transverse loads, vehicle whee! lateral pressure loads, braking loads, aecelerating loads, long rail Tongitudinal loads, temperature change effects, wind loads, and snow loads. In environmental influences, freezing and thawing could be classified as variable actions. Accidental actions, such as earthquake influences and vehicle collision loads, would be actions occurring infrequently during design life of structures, but with big influences once occurred. In performance investigations, these actions should be considered with proper combinations, in accordance with performance features and investigation indexes @) Actions would refer to all actions generating ups or downs of siress and deformation in structures or ‘members, and time dependent variations in material characteristics, Each action could be classified by ‘causes of actions. However, for actions which could be modeled generally with forces and weights, “Joads” has been used as the name of the characteristic values (refer to Attached Information #41). For ‘example, dead loads and train loads have been considered as gravitational influences. And impact Toads and centrifugal loads as train running influences. @) Design actions have been defined as action characteristic value multiplied by action factor, for each. action. Characteristic values of actions shall be determined by ‘4.2 Characteristic values of actions’, depending on required performances and performance features. Action factors shall be determined in ‘accordance with “4.3 Action factors’, by required performances, performance features and types of actions. @ 1) Combination of design actions (refer to Attached Information #2) DSRSC-Conerte Sueur Page 33486In performance investigations, for variable actions combined with permanent actions, it customary to consider several cases at the same time, rather than to consider just one case, However, even for variable actions to be considered at the same time, possibility of mai expected values occurring simultaneously, would be generally presumed to be low. Therefore, ‘when several variable actions should be combined, adjustments shall be required for reasonable and economical design. In this Standard, variable actions have been classified as ‘Primary’ and ‘Secondary’. As defined in ‘4.2 Characteristic values of actions’, characteristic values of primary va ‘been determined as the expected values of maximum values, while characteristic values of secondary variable actions shall be determined as appropriate values, depending on combinations ‘with primary variable actions or accidental actions, ble actions have All variable actions could become either primary variable actions, ot secondary variable actions, Therefore, when one is selected as ‘Primary’ and the other as ‘Secondary’, an opposite combination could be possible. However, for combinations sure to be non-critical, investigations could be omitted. Accidental actions, shall be actions occurring very infrequently during design life of structures, but with big impacts once occurred. They shall be generally regarded as secondary variable actions when they would be combined with variable actions. Performance features without the need to classify variable actions into ‘Primary’ or ‘Secondary’, have been simply denoted with ‘Variable actions 2) Design response values \ Based on the above basic way of thinking on gf design action combinations, design response values to be used in safety imveatgntans aint failure, in case of linear analysis, could be ‘generally represented by Formula (4.1.1), Ing EAY gt 16s gt F DAE oo LAs pt PMA E at Lev wt FO Gal) Where, IRd ; design response values Fp: characteristic values of permanent actions Fv: characteristi values of primary variable actions or accidental actions Fa: secondary variable actions ‘ip, viv, yfa: action factors ‘yap, yav, yaa : structural analysis factors Ipjlvila: functions to obtain response values _ ou ec me eR eRe TTS DDSRSC-Conert Sirveres Page 34/486(1) Characteristic values: last beeen: = fearthqui cee a i ‘mined separately from character be values obtained by multiplicatic as or [Commentary] a Characteristic value of permanent and variable actions e@uld be determined in consideration of Variations and frequency of occurrence during design life as per the required performance. Furthermore, the characteristic value could be different depending upon type of check method even for the same performance item check. shall be the maximum value during construction period or design life( the minimum action if the smaller case gives adverse effect under permanent action ), and primary variable action or incidental action shall be the maximum during construction period or the return period longer than design life. However, data on actions is not sufficient, and there is lack of formation for the maximum( oF minimum ) for substantiation, so the expected value of maximum action( er minimum action )is taken as the characteristic value, and as the design action by application of proper action fac @ "The secondary variable action is a variable action where it is considered with combination of primary Variable action and incidental action. ‘Therefore, the characteristic value could be smaller than that of primary variable action as the same variable action, _ 0 sette C STE DSRSC.Conerte Sutures Page 38/486,actions, fo be multiplied to characte 43.1. Table 4.3.1 Action factors. cue [Commentary] 1) Action factors for permanent actions ‘Changes in dead loads could be caused by synergistic effects from unit weight changes of ‘materials and sectional dimension changes of structures. According to investigation results of bridge beams 1),2), unit weight could change within ranges of 0.95~1.05, and etoss sectional areas of main beams could change within ranges of 1.00~1.04, leading to change of action factor values, approximately with maximum of 1.1 and minimum of 0.95. Therefore, action factors for fixed dead load could be 1.0~1.1, in general, Also, when smaller side would be disadvantageous, the action factors could be 0.9~1.0. Generally, action factors for additional dead loads could be 1.0~1.2, considering the fact that they ‘may have more chances of fluctuation in the future than fixed dead loads, When smaller side would be disadvantageous, however, they could be 0.8~1.0. ‘Action factors for prestressed forces, could be 1.0, in general 2) Action factors for primary variable action Characteristic values of primary variable actions, shall be expected values of maximum values during construction or within a recurrence period exceeding design life. Possibility of exceeding, characteristic values, might be relatively bigger than fixed dead loads. ‘Therefore, action factors hhave been generally determined as 1.1~1.2, and shall be determined in accordance with types of actions, 3) Action factors for accidental actions Accidental actions are actions with a very small occurrence frequency during design life, resuming that the characteristic values would be determined appropriately, the action factors could be 1.0 in general 4) Other action factors DSRSC.Conerete Sractares‘The values of action factors, 1.0, used in investigations of serviceability and restorability, have been introduced, for the sake of formality, to unify expressions of design actions as values obtained by multiplying characteristic values and action factors. {Commentary} w Dead load is modelled value for the action of weight by members as components of structures or auxiliary facilities. Superimposed dead Joad D2 is load with high possibility of variation in finture among dead Joads(pavement, ballast, cables, duct and railings ete,), and would be dealt separately in comparison to fixed dead load DI. Especially, for the case where a significant variation is expected, for example ballast by repair, the characteristic value for safety and serviceability check shall be decided separately. Page 37/486@ ‘The characteristic value of dead load should be based upon actual weight, and determined from investigation of deviation in principle, However, assuming that deviation of unit weight in real structure is not so great, and design dimension has the same accuracy, the characteristic value from dimension in design documents could be determined by using unit weight of materials shown in Table 44.1. However, unit weight of reinforced concrete and prestressed concrete in Table 4.4.1 is based upon ‘concrete member in which steel amount per unit volume is within 2.1 N/m3. ‘Therefore, a proper unit ‘weight should be calculated for amount of stee! more than this amount. There is a tendency in amount of reinforcement in standard railway rehmen viaduet due to re- evaluation of design earthquake, and unit weight is around 25 KN/in3. Therefore, if a. special instigation isnot performed, this value could be applied for beam, column, underground beam and plies in rahmen type elevated viaduct. And if actual weight is clear such as weight of rails. The use of this value is the principle. Examples of rails and tracks weight is shown in Appendix 3. fetermined by the following (@)~(h). 5 major variable actions, train loads use oe ee cance with the need. Page 38486(7) Characteristie values of tain loads) shall be determined by eonsideling variations in "service conditions of trains and enrriages, for the most disadvantageous situations. byco: ne to(b). ()Tinin Jouds used in servieabi iy investigations fr passengers vonfonatiiy [Commentary] o Examples of how to determine train load characteristic value and number of tracks to be loaded with ‘rain loads, to be used in each performance feature, have been represented in Commentary Table 4.4.1 Commentary Tabie 4.4.1 Examples of train loads used in each performance feature investigation, and number of loaded tracks [Number of loaded tracks Page 39/486comfortability conditions *T | Outside appearances | No consideration oD. ages (other th De z Pamages (other {B88 | imum load | esiorabiiyy | getbauakes) eee 4 1s "Y Damages” ‘Recording 10 service (earthquakes) conditions *1 °F] These shail be determined by considering passenger capacities for St interal engine locomotives, and consider typical towing weight for locomotives. Meaney Train vehicles would be manufactured with nominal weights planned at the time of design. Therefore, for same type of vehicles, deviations in actual weights would be extremely rare, Maximum payloads of passenger trains could be estimated by weights of people at maximum passenger capacity. According to test results of passenger trains filled fo full capacity 3), passenger weight on floor surface other than seat areas, would be shown at maximum of approximately 7.8 KN/m (12 persons/m’ x 0.65 KN/person), and maximum payload could be estimated by using this value, Meanwhile, for towing loads of freight trains, it could be presumed that considerations of loadable volumes and weights expected from loading types would be enough. Characteristic values of train loads used in safety investigations against failure, should be determined by evaluating weights of trains and vehicles to be used in corresponding railway structures, and on the basis of axle arrangements, actual weight of vehicles and maximum payloads, which could be included for maximum influences on structures or members, ayeanciiy For structures or members supporting double tracks, service directions of trains could be determined in advance, but loadings in the opposite direction should be considered as well. yb) For train loads used in safety investigations against failure at earthquakes, characteristic values could be determined on the basis of axle weights at full passenger capacity, as secondary variable actions. For locomotive loads, characteristic values could be determined as distributed loads such as towing Toads based on typical loading weights. In structures supporting more than two tracks, number of ‘racks loaded with train loads could be generally determined by Commentary Table 4.4.1 ane) Safety investigations against fatigue failure, could be greatly influenced by actually occurring stresses in structures or members. If investigations would be performed with train loads different from actual conditions, different results could be generated from what had been expected for design fife Therefore, based on service conditions of trains and vehicles, characteristic values of train loads shatl be determined by considering variations in the conditions. However, since it would be difficult to conduct safety investigations against fatigue failure, for various trains and all vehicles used in corresponding railway structures, it has been determined to represent with one or several trains and vehicles In structures or members supporting double tracks, for train loads used in safety investigations against fatigue failure, it may be better to conduct fatigue investigations by considering simultaneous loading DSRSC-Coneree Serres Page 40485probability. However, unless with cases of very uble tra be ignored, s of simultaneous loading, me aye) ans ~ ‘Train Toads used in running safety investigations fainst train loads, sould be determined in the most disadvantageous way. Characteristic values oftrain_toads-sfiall be determined by axle weights expecting maximum loading, in conformance with (1) (a). ano For train loads used in serviceability investigations of passenger's comfortability, it would be better to determine on the basis of axle weights at full passenger capacity. Also, in structures supporting more than two tracks, number of tracks foaded with train loads could be generally detern ‘Commentary Table 4.4.1. @ 1) EA Load As an example of standard train loads of locomotives, EA Load 4) has been represented in This is based on basic models of JR’s locomotives, as illustrated in (a) am ey) BAG 19 109 109 400 300 190 100 100 100 100 40) 300 29 AIO 76 A Ue El Ho U0 HO No te “Ne uo Lo He Ho No No 32 Am Im i E12 1 320 120 10 Wd 120 1 120 wo 0 I WO BS Ae I IL Elg 1) 1 190 130 1 130 1) 10 190 1) HAND 1S 148 Lace gay) EU HB 1 10 0 M8 MO YO MO MO MO) AME TOT 1G ABB cord Els 16) 150 180 150 130 150 10 160 10 180 1) 144A) LS Tes 1b EG 160 160 160 160 tod 160 160 160 160 160 Jed 360 47 ANG It Im) no EX 10 3010 110 170 170 170 10 10 30 1 3 ANT 190 18) 10. POA 8 Qin 20 28 20 28 40 2B 2078 20 28 20 119m 20 Distance tm) ‘Commentary Figure 4.4.1 £4 Load Span lo) Commentary Figure 4.4.2 Relationship between EA Load and loads by JR locomotives DDSRSC-ConcrateStaeires Page 4 486,When EA Load, providing distributed loads such as appropriate axle weights and towing weights, includes trains and vehicles affecting maximum influences on structures or members, the EA Load could be characteristic values of train loads used in safety investigations against failure, 2) M load As an example of standard train loads of electric train or internal engine locomotive Toads, M Load has ‘been represented in Commentary Figure 4.4.3. "This is by selecting axle arrangements of 20 m length ‘vehicles used in JR's standard, as basic models. ‘Though axle weights could be different depending on types of vehicles, selected axle weights are for the 201 system electric weights in JR. Wi pacity_at_overboard characteristic values < c wid be x When M Load providing appropriate axle weights, includestrains and vehicles affecting maximum influences on structures or members, the M Loads could be characteristic values of train loads used in safety investigations against failure i 1p = NS a HN om 2 ‘System. max, eel i once hs Commentary Figure 4.4.4 ionship between M Load and loads by electric trains and internal engine locomotives of JR Rela 3) Shinkansen loads ‘As an example of standard train loads of Shinkansen loads, H Load has been represented in Commentary Figure 4.4.5. This is by selecting axte arrangements of 25 m length vehicles used in JR's standard, as basic models. Since axle weights used in H Load could be different depending on types Of vehicles, itis required to properly determine by forecasting passenger capacity and overboarding, ratio, with respect to future demand and characteristics of uct ene ee STOEL DSRSC-Conerexe Siravtes Pape 486When H Load providing appropriate axle weights, would include trains and vehicles affecting maximum influences on structures or members, the H Load could be characteristic values of train Toads used in safety investigations against failure. Also, when 20 m length vehicles, operating in Shinkansen and conventional railway lines as direct services, ate used for services, it would be better 10 determine proper standard train loads such as M Loads, and to use it in parallel Commentary Figure 44.5 Loads i Passenger Cooney} Cet gD | ‘Chesca vou Spano Commentary Figure 4.4.6 Relationship between H Load and loads by JR Shinkansen 1N standard live load and P standard live load (hereafter NP Loads), defined in Shinkansen Railway Structure Rules (1964 Ministry of Transportation Ordinance No. 70, abolished in 2002), are illustrated in Commentary Figure 4.4. Since axle weights of 160 KN at full passenger capacity were presumed in P standard live load, action correction factor pf should be determined at an appropriate value for maximum payloads, for standard values of train loads used in failure investigations. For example, when overboarding ratio of 350% at maximum loading would be assumed for axle weights of 160 KN at full passenger capacity, action correction factors pf shall be 1.23. Commentary Figure 4.4.7 NP loads — DSRSC-Conerete Sieres Page 63485‘() Dynamic increments of responses by train running, could be calculated as impact loads, substituting them to static load increments. In this case, characteristic values of impact loads 2) Asa rule, design impact factors shall be calculated by using appropriate methods such as dynamic analysis, and y consideri maximum ‘Velocity of trains or vehicle sane _@) Design ee vss in ley and so cab Salle Af fouse: i Stained by multiplication of design impact factors for euch performance and 4) and ae [Commentary] a) With running of trains, dynamic responses would be generated in structures. Impact factors have been defined as incremental rate of dynamic stresses or deflections against static responses. Impact factors are formulized as shown in Formula (4.4.1). ja Laghe Fe Fonmula (4.4.1), Where, i: impact factors fy: maximum value of dynamic stress or deflection so Se SA AR SRSC-Consrte Sistas Page 44 486f,: maximum value of static stress or deflection In structural design, dynamic responses shall be generally substituted with static loads, by multiplying design impact factors to tain loads, and it has been determined to use this method in this Standard. je fate fe However, when precise simulation analysis would be conducted against dynamic interactions between ‘rains and structures, if may not be required to conform to this method. @)G) Asatule, it has been determined to properly evaluate design impact factors, by response analysis, considering effects of vatious parameters. 1) Design impact factors Dynamic responses of railway structures could be generated by many factors, and they could be largely classified as the following three factors: a) velocity effects of traveling load systems b) effects generated by vehicles ©) influences of vehicle agitations from irregularities in tracks and vehicles For each of these factors, to this day, many theoretical analyses and measurements have been conducted, including theoretical reviews by ltt, Hifi 6) and statistical analysis7) of actual measurement values against large number of bridges by ORE . Impact factors for velocity effects, ia, could be obtained from Figures in Attached Information 4, by using velocity parameter « shown in Formula(4.4.2), types of vehicles, vehicle Fength Ly, and span ofa member Lb, ese oT OnLy Where, a: velocity parameter 1: maximum velocity of trains or vehicles (km/h) + basic natural frequency of a member (Hz) span of a member (mm) For velocity effects, cases of designing around resonant velocities have been inereased, fiom the effects of recent high speedization of railways and low stiffening (stiffness lowering) of beams, ", and more actual measurement values have been roporigd,than past results, Therefore, / improvements have been made, from existing metho(s8),9) df approximating to first order Fs equation of velocity parameter u by connecting actual Wéasurement values and analysis values, to methods using dynamic simulation results as shown in Commentary Figure 4.4.8 10). However, in continuous beams and continuous rahmens, where eg¢i Span may not be the same with each other and where the minimum span could be more thal 70% 6f the maximum span, span, bbe presu ForSpan with less than 70% of the maximum span, the corresponding span value shall be span Lb, DSRSC-Coperte Sts age 45486idan | ‘Seantara Stantenah is i Pe . i 1 eb Paanwte @ esos Commentary Figure 4.4.8 Examples of impact factors by velocity effects (Extracted from Attached Information 4) effects generated by vehicles have been omitted, since running of steam locomotives would not be considered usually. In investigations of railway structures with running of steam locomotives, ‘when effects of hammer blows should be considered, design impact factors should be determined through extra reviews. For impact factors of vehicle agitations , namely, effects of vehicle agitations by abnormalities of ‘racks and vehicles, it has been verified that approximate phenomena could be reproduced, ‘through dynamic interaction simulations, by using existing Formula (4.4.2) 6),10). Also, since velocity effect components and vehicle agitations components could be interactively affected by each other with growing impact factors, it has been determined to use Formula (4.4.1), capable of considering those interaction effects. However, for the following cases, extra reviews shall be required: ‘) When damping constants for structures or members are smalls +) When axle arrangements of trains and vehicles are greatly different from analysis conditions in Attached Information 4; ©) In high-order statically indeterminate structures, such as cable stayed bridges, when each member has different dynamic characteristics, and when it is difficult to approximate as a simple beam, 2) Estimating methods for basic natural frequency of members To calculate design impact factors with Attached Information 4, itis required to determine basic natural frequencies of members. Basic natural frequencies of members, shall be estimated on the basis of actual measurement results for spans, boundary conditions, stiffinesses and weights, in similar conditions as theoretical solutions, Incase of a simply supported beam, basie natural frequency of a member could be obtained by Formula (4.4.3), in general | sss seen ne Re oS ISRSC-Conerete Sutures Page 46486of dele aly, "\ Di+D; Where, 1: basic natural frequency of a member (H12) Ly: span of'a member EL: flexural stiffness of a member 2 gravitetional acceleration Dy: fixed dead load per umit length D2: additional dead load per unit length @ Design impact factors used in safety and serviceability investigations against fatigue failure, could be average values, Therefore, by considering fluctuations in actual measurement values, they could be reduced to 3/4 of design impact factors determined in (3). 6 ‘When trains would be simultaneously loaded on members supporting double tracks, it is presumed that chances of giving impacts to members at the same phase, could be very rare. Therefore, design impact factors could be reduced in accordance with Formula (4.4.3). © Design impact factors for structu reduced in accordance with Formula (4.4.4). Jh.as piers, footings and foundations, could be generally Psy E+D,+D design impact factors for + design impact factors for beams train loads applied to beams dead loads of beams dead load of piers, up to sections in consideration f megs aan Where, EFD.+D, However, for DSRSC- Concrete Sistas Page 7/486{Commentary} ® Centrifugal force is acting as horizontal force in the centroid of tain, Height of train is various, so this value should be determined in a safe side. Direction of application shall be perpendicular to track direction in theory, but itis too complicated to adjust angle with bridge axis as per location of loading, and result of calculation is not greatly different, and consequently it could be calcufated assuming perpendicular direction to bridge axis in general. In case of track is arranged unsymmettically, a ccarefal attention should be made because of longitudinal component in bridge axis, 2 ne or vehicles maximum speed in curved area is different as per structure of track( amount of cant ) and characteristics of train, so centrifugal force coefficient oe shall be determined from theoretical Eq, (4.4.4) for the corresponding maximum speed. If radius of curve is great and centrifugal force coofficient otis small, centrifugal force could be ignored [DSRSC-Concrte Stsetares Page 48/486Diving rest Doving Wheel | t | ae ke “Blancs Behaeen ace ke ff $4 fb witrcomectig Oavicerin ta] ti _[ln} Fed Ale Distance "pe eee a SI SRSC-ConcreteStseture Page 49.486,TCommentar yl @ ‘Train transverse loads would be generated by vehicle vibrations such es yawings. Generally, transverse loads by vehicle vibrations, shall be given by Formula (4.4.5) (refer to Commentary Figure 44.9). Lys 4 Ww (4.4.5) Where, Lr? train transverse loads W: vehiele weight per single vehicle ‘B: acceleration of gravity (9.8 m/sec?) al : eccentric amplitude bilateral vibrational acceleration of vehicle from gravitational center of big vehicles (unit: m/sec”) According to actual measurement results on curved tracks, tain transverse loads would appear to be. ifugal loads, and could reach almost the same values on straight tracks. “Therefore, for members supporting curved tracks. 1 verse loads and centrifugal loads should be investigated as simultaneous occurrences. Tiel Capea Lagan nf 0 a eam aia steaneieos) Commentary Figure 4.4.9 Train transverse loads and cent igal loads 1) ‘Train transverse loads in locomotive loads Generally, acceleration of locomotives shall be smaller than that of two-axis freight trains, However, since axle weights of locomotives are larger, maximum values of train transverse loads shall occur at locomotives. ‘Therefore, it has been determined that train transverse loads in locomotive i oe be determined on the basis of locomotive weights. Yootttty = Les Speciticdily, ee values of train transverse Joads have been determined, with allowance for yawing of heavy engine locomotives, by considering driving wheels of two vehicles with connecting devices in between, and maximum value of bilateral vibrational acceleration as L.Sm/see*. 2) Train transverse loads in electric train/internal engine locomotive londs and Shinkansen loads DSRSC-Concrts Statues Page 50/4867) Se aes 4h Wb dd Commentary Figure 4.4.10 Londing shapes of train transverse loads Q wo According to measurement resulig 11) of bilateral vibrational acceleration in electric trains and {ernal engine locomotives by using vehicle agitation measurement instruments, both of JR and Private Railways show roughly less than Im/sec” (eccentric amplitude 5] 2), with maximum not exceeding 2m/sec?. ‘Therefore, size of the train transverse load characteristic value has been determined by setting up the maximum value of bilateral vibrational acceleration at 2m/sec”. Also the loading shapes shall be, together with yawing mode at high speed, traveling loads at loading locations of two neighboring vehicles with connecting devices in between. (refer to Commentary Figure 4.4.10). De Bilateral vibrational acceleration of Shinkansen would be smaller than that in electric train and Lae, internal engine locomotive, since maintenance conditions of tracks could be better 13);14).7 However, since Shinkansen would be with higher speed, and since there could be cases of locally larger track abnormalities, size and loading shapes of train transverse load characteristic values have been treated similar to those of electric train and internal engine locomotive loads (refer to Attached Information 5 ). ®) Vehicle whee! lateral pressure loads, would mean vehicle wheel lateral pressures, generated when big vehicles are moving with incidence angle against tracks. Vehicle wheel lateral pressure loads would be simplified as single axle loads, Characteristic values have been determined, by types of train loads, in accordance with actual measurement pee eee to Attached Information 5). @ Since train transverse loads and vehicle whee! lateral pressure loads have different occurring. s, they would not occur simultaneously. ‘Therefore, for single track, only either of train ‘transverse loads or vehicle whee! lateral pressure loads could be considered. {SEA RRR ACTER ATER SRSC-Conerete Stusures Page! 486,4.4.7. braking loads and accelerating loads (B) (1) Loading locations for braking loads and accslerating loads shall be centrifugal center “locations in trains or vehicles, ad Aipestions of application shall be parallel to tacks and in horizontal direction, ee 2) Characteristic values of braking loads and accelerating loads, used in safety investigations against failure, shall conform to the following | Ea): (a) Locomotive loads ‘Loads described in Table 4.4.2, shall Table 4.4.2 Characteristic values of braking Braking loads 25% of tain load characteristic values a of driving wheel 2 jeristic values, jecelerating loads in | locomotive loads ~ Accelerating loads accelerating toads anes a Joads “-Acoolerating Joads (0.25+ 488 « 1). 7 Note) Lv: oe oy : [Commentary] @ 1) Tuaction coefficient With trains braking or accelerating on structures, as reactions against those inertia forces, forces in the direction of railroad would be applied from wheels o rails, and be tranfered from rails 10 ‘beams. Since these forces would not exceed traction forces between wheels and rails, ratio between traction forces and axle weights, namely, traction coefficient, shall be a basis for braking loads and accelerating loads, DSRSC-Concrte Sinetues Page 52486Values of tr tion coefficient, as shown in Commentary Table 4.4.2 and Commentary Figure 4.4.11, would be affected by material quality of wheels and rails, types of extraneous matters on contact surface, size of axle weights, and velocity, and considerable deviations could be exhibited In general, traction coefficient would become maximized at the time of rest, and would be reduced gradually with increase of vehicle speed, 2) Locomotive loads In locomotive type trains, as a principle, brakes are supposed to be applied on every vehicle, ‘Therefore, in theory, braking forces as much as the value obtained by multiplication of whole loads on bridges and traction coefficient, could be applied. Bernhard16) in German National Railways had measured, on various bridges, deceleration of locomotives and braking loads on beams, caused by braking. According to the results, size of braking forces is maximum al the time of rest, and could reach 25~35% of train loads. However, part of braking forces would be transferred to rails directly, and those shared on beams shall be approximately 70% of the maximum value, According to acceleration measurement results!) at braking, conducted in Japan, deceleration by sudden braking of electic locomotives (EH1O type), would show maximum of 3.7m/sec”, without sand spreads, which would be slightly larger values than German National Railways. (ions of rails and traction coefficient Wactioncoeficent With sand Spread Commentary Table 4.4.2 Surface cont Surface conditions of rails _ With frost _ Covered with sleet [With off or covered with snow (Paine Zaldaeg teres AE Mae (oDebrerlat id (eats Quetta ss SG (OP Toe Sy, Coker eeeateiremt== WOR ela (O88) See an Commentary Figure 4.4.11 Relationship between traction coefficient and velocity ‘Therefore, for maximum braking forces in ease of sudden stops, considering the value of traction coefficient mentioned previously, itis presumed that approximately 35% value of train loads ‘would be better fo be considered, If it could be assumed a shating ratio of 70% by beams, ‘maximum braking loads shall be 25% of train loads, and it has been determined to be characteristic values of braking loads. ss cca ste AN DSRSC-Conerete Stuetures Page 3.486Meanwhile, for accelerating loads, since accelerating forces are applied only through driving wheels, the characteristic values has been determined as 25% of driving wheels axle weights, 3) Electric train and internal engine locomotive loads, and Shinkansen loads For braking and accelerating loads of electric trains and internal engine locomotive loads and Shinkansen loads, it hes been assumed that long rails would be elastically supported in the direction of tracks. Horizontal forces by braking or accelerating of vehicles, transferred to beams through rails, have been obtained theoretically as uniform distributions, on the whole 18), However, it has been presumed that expansion joints of rails would be installed at bearing ends (one side). [Commentary] Characteristic values of group live loads, shall be determined appropriately for each performance features, in accordance with required performances, by considering weights of people, freights and ‘mechanical facilities to be loaded on structures. When loading of special equipments would be expected, loads should be in accordance with the weights (of the special equipments), DSRSC-Consrte Statues Page 54/486